Shock-absobbeb



GEORGE WELLINGTON CRABTREE, OF ARDMORE, OKLAHOMA. e

snockensonnnn.

Specication of Letters Patent.

Patented nee. 2, 191e.

Application filed January 6, 1917. Serial No. 140,969. Y

To all whom t may concern: l

'Be it known that I, GEORGE IV. CRABTREE,

a citizen ofthe United States, and a resident 1 of Ardmore, in the county of Carter and State of Oklahoma, have invented an Improvement in Shock-Absorbers, of which the following is a specification.

My invention is an improvement in shock absorbers, and has for its object to provide means for use in connection with the springs of motor vehicles for assisting in the abL sorption and elimination of road shocks and jars, and for absorbing the jar caused by the rebound of the springs, and for preventing the breaking of the springs.

In the drawings:

Figure 1 is a partial Jiront view of a motor vehicle showing the arrangement at the front spring.

Fig. 2 is a similar View at the rear of the vehicle showing the arrangement at the rear springs.

Fig. 3 is a partial side View 0i another arrangement,

In Fig. 1 the shock absorber is shown in connection with the front spring 1 ot a motor vehicle, the said spring being ar.-

ranged between the axle 2 and the channelshaped spring hanger 3, the center of the spring being received in the hanger and being clamped thereto b v the clips i in the usual manner.

In the usual type otl motor vehicle, as for instance the Ford. 'the ends of the spring 1 are connected to the axle by hangers 5, the said hangers being connected to the axle as indicated at G at one end. and to the ends of the spring at the other. To apply the improved shock absorbers these hangers 5 are released from the ends of the springs, and turned up into the position of Fig. 1. Each of the improved shock absorbers consists of a' laminated spring T and a channel member 8l within which the large end of the Spring is received and .secured These springs 7 are of approximately half the length ot' the spring 1. and each spring at its inner small'cnd is connected to the channel hanger 3, for the spring 1, by a. hanger 9.

Each of the hangers 5 be.forefn'lentioned is pivotally connected to the adjacent bracket 8, at its outer end, and each braeket'is connected at its inner end to the adjacent end of the spring 1 `by a hanger`10. The only change necessary in the motor vehicle itself in order to apply vthe improved shock absorbers is the provision of openings in the channel hanger 3 for engagement ,by-the double-link hangers 9.

In Fig. 2 the improvement is shown rat the 60 rear spring 11, the said spring being. ar-l ranged between the rear axle housing 12 andHV the rear channel hanger 13. In the'usual construction the outer ends of the spring 11 are connected to the frame indicated at 14. The hangers 15 which connect the ends of.

the spring to the frame are released from the frame, and brackets 16 are connected to the frame at the opposite ends of the spring,I i i replacing those elements to which the hang` ers 15 were originally connected. The shock absorbers aresimilar to those shown in Fig. 1, each comprising a laminated spring 17 and a' channel bracket 18 to which the, large end of the spring is connected. The inner end of each spring is connected tothe hanger 13 by -a hanger 19, and thev outer end is con'-,4 nected to the bracket 16 before mentioned, that is the channel bracket 18 is so connected. Each lian-ger 15 is connected with the adjacent bracket, and the only change necessitated at this point is the attachment of the in the channel hanger.

In Fig. .3 the shock absorber, consisting of the bracket 20 and the laminated spring 21,

isshownv in connection with a semielliptical spring 22. YThis spring is secured intermediate its ends to the axle 23, and one end is connected to the frame 24 as indicated at 25. The bracket 20 ofthe shock absorber is connected to the frame near thelinner end of the spring 22 by means of a langer26, and the small end of the spring isl connected to the spring 22, at its center, as indicated at 27. The inner end crit the spring 22 is connected to the' shock absorber near the hanger 26 by means of a' hanger 28. It will be noticed from an inspection of Fig. 3 that the inner end of the bracket 20 is curved upward as indicated at 29 to provide an abutment or buffer for engaging the frame to limit the downward swinging of the outer or small end of theshock absorber.

1. A shock absorber for a motor vehicle, comprising a pair of auxiliary springs for each of the main springs of the vehicle, the

baeke having a henger engagingv the adjacent end of the main spring, and having a pivotal Connection Willi the axle, and a lia-nger swingingly connecting the innei end of tbe auxiliaiy spring with the body of the vehicle.

2. A spring suspension. for automobiles comprising, in combination willi the vehicle body and principal leaf spring and the axle assembly, e lever pivotecl to the axle assembly, a noimesilieiiv connection between the lever and the automobile body, and a connection between an end of the principal leaf spring and the lever.

8. The combination with a spring suspension for automobiles embodying e piineipal leaf spring, un axle assembly, a lever pivoted to the axle assembly, and a connection between the level and end of tbe spring, of

a non-resilient connection between the inner 20 end of the lever and the automobile body. GEORGE WELLINGTON CRBTREE. 

